Air intake assembly for motorcycle

ABSTRACT

An air intake assembly includes a filter element and an intake conduit having a first end supporting the filter element. The first end forms an inlet opening having a first shape and a second end being adapted for attachment to an engine. The second end forms an outlet opening having a second shape different than the first shape of the inlet opening. The intake conduit also includes a body having an inner wall defining a passageway coupling the inlet and outlet openings. The inner wall has a maximum lateral dimension measured transverse to a central axis of the passageway within a plane that interests both the inlet and outlet openings. The maximum lateral dimension is located adjacent the outlet opening.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.15/711,025 filed Sep. 21, 2017, the entire contents of which areincorporated herein by reference.

FIELD OF THE DISCLOSURE

The present disclosure relates to motorcycles, and more particularly toan air intake assembly for a motorcycle.

BACKGROUND

Conventional high-flow air intake assemblies for motorcycles may includea tubular conduit supporting an exposed cone filter. The tubular conduitextends from a side of a motorcycle and toward a rider's leg once therider is positioned on the motorcycle. Such air intake assemblies mayextend from the side of the motorcycle so as to interfere with acomfortable riding position for some riders.

SUMMARY

In one aspect, an air intake assembly includes a filter element and anintake conduit having a first end supporting the filter element. Thefirst end forms an inlet opening having a first shape and a second endbeing adapted for attachment to an engine. The second end forms anoutlet opening having a second shape different than the first shape ofthe inlet opening. The intake conduit also includes a body having aninner wall defining a passageway coupling the inlet and outlet openings.The inner wall has a maximum lateral dimension measured transverse to acentral axis of the passageway within a plane that interests both theinlet and outlet openings. The maximum lateral dimension is locatedadjacent the outlet opening.

In another aspect, an air intake assembly includes an air filtersubassembly having a base end adapted to couple to an intake conduit.The air filter subassembly includes a first filter element having afront end and a rear end. The air filter subassembly also includes avelocity stack coupled to the rear end of the first filter element toinhibit relative movement between the velocity stack and the firstfilter element. The velocity stack includes an interior surface havingan inlet opening and a non-circular outlet opening. The interior surfacetapers from the inlet opening to the outlet opening.

Other aspects of the disclosure will become apparent by consideration ofthe detailed description and accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view of a motorcycle including an air intake assemblyaccording to an embodiment of the disclosure.

FIG. 2 is a top view of the motorcycle of FIG. 1 with a portion of themotorcycle in cross-section taken along 2-2 of FIG. 1 illustrating arider's leg positioned adjacent the air intake assembly.

FIG. 3 is an exploded view of the air intake assembly of FIG. 1.

FIG. 4 is an outlet end view of a conduit of the air intake assembly ofFIG. 1.

FIG. 5 is an inlet end view of the conduit of FIG. 3.

FIG. 6 is a perspective view of an outlet end of a velocity stacksubassembly of the air intake assembly of FIG. 3.

FIG. 7 is a perspective view of an inlet end of the velocity stacksubassembly of FIG. 6.

FIG. 8 is an end view of the outlet end of the velocity stacksubassembly of FIG. 6.

FIG. 9 is a cross-sectional view of the air intake assembly taken along9-9 of FIG. 1.

DETAILED DESCRIPTION

Before any embodiments of the disclosure are explained in detail, it isto be understood that the disclosure is not limited in its applicationto the details of construction and the arrangement of components setforth in the following description or illustrated in the followingdrawings. The disclosure is capable of other embodiments and of beingpracticed or of being carried out in various ways.

FIG. 1 illustrates a motorcycle 10 including a drive assembly 14, aframe 18, a front fork assembly 22, a swing arm or rear fork assembly26, a front wheel 30, a rear wheel 34, a seat 38, and a fuel tank 42.The motorcycle 10 defines a longitudinal or vertical plane 46 (e.g.,parallel to a XY plane as best shown in FIGS. 1 and 2) extending betweenthe front and rear wheels 30, 34 and oriented substantiallyperpendicular to ground 50 that supports the motorcycle 10 when themotorcycle 10 is in an upright position as illustrated in FIG. 1. Themotorcycle 10 also defines a lateral or horizontal plane 54 (e.g.,parallel to a XZ plane as best shown in FIG. 1) that intersects an airintake assembly 82 coupled to the motorcycle 10, as discussed in moredetail below. In some embodiments, the horizontal plane 54 is orientedsubstantially parallel to the ground 50 when the motorcycle 10 is in theupright position.

The front fork assembly 22 is pivotally coupled to the frame 18 at afront end of the motorcycle 10 and rotatably supports the front wheel30. The front fork assembly 22 includes a pair of handle bars 58 (onlyone handle bar 58 is shown in FIGS. 1 and 2) for steering the motorcycle10. The rear fork assembly 26 is coupled to the frame 18 at a rear endof the motorcycle 10 and rotatably supports the rear wheel 34. The seat38 and footrests 60 (e.g., foot pegs) are coupled to the frame 18 tosupport a rider 62 positioned on the motorcycle 10 (FIG. 2). The fueltank 42 is also coupled to the frame 18 and provides fuel to the driveassembly 14.

With continued reference to FIG. 1, the drive assembly 14 is coupled tothe frame 18 beneath the seat 38 between the front wheel 30 and the rearwheel 34 of the motorcycle 10. The drive assembly 14 includes aninternal combination engine 66 and a transmission 70. The engine 66 is aV-twin engine including a first or front cylinder block 74 and a secondor rear cylinder block 78. The engine 66 is operable to drive the rearwheel 34 via the transmission 70, for example at a plurality ofdifferent selectable speed ratios, in order to move the motorcycle 10relative to the ground 50.

An air intake assembly 82 is also illustrated in FIG. 1 that isselectively attached to the engine 66 with the horizontal plane 54intersecting the air intake assembly 82 (e.g., at section line 8-8).Particularly, the air intake assembly 82 mounts to a lateral side of theengine 66. With reference to FIGS. 2 and 3, the air intake assembly 82includes a bracket 86, a conduit 90 generally shaped as an obliqueelbow, and an air filter subassembly 94. The bracket 86 is mountable tothe engine 66 (FIGS. 1 and 2) via, for example, by two bolts andincludes threaded bracket apertures 98 positioned around an engine airinlet port 102 of the bracket 86. The bracket 86 can establish fluidcommunication for the air intake assembly 82 to a throttle body inlet(not shown) to provide throttled air for combustion in the engine 66.

As best shown in FIG. 3, the conduit 90 includes an outlet or first end106 that interfaces with the bracket 86, an inlet or second end 110 thatinterfaces with the air filter subassembly 94, and a body 114 thatextends between the outlet 106 and the inlet 110. The illustrated outlet106 includes an outlet flange 118 having a planar outlet flange surface122 (FIG. 4) that abuts the bracket 86. In the illustrated embodiment,the planar outlet flange surface 122 is substantially parallel to thevertical plane 46 of the motorcycle 10. The outlet flange 118—andultimately the conduit 90—is fixed to the bracket 86 by bracketfasteners 126 (e.g., bolts; FIG. 3) extending through outlet flangeapertures 130 of the outlet 106 to engage the threaded bracket apertures98. In some embodiments, the conduit 90 can be manufactured from carbonfiber, aluminum, or the like. In addition, a first bracket gasket 134 ispositioned between the bracket 86 and the planar outlet flange surface122 to provide an air-seal between the bracket 86 and the conduit 90,and a second bracket gasket 136 is positioned downstream of the bracket86 to provide an air-seal between the bracket 86 and the engine 66.

With reference to FIG. 4, the outlet 106 also includes an outlet opening138. In the illustrated embodiment, the outlet opening 138 iscircular-shaped and includes an outlet radius 142 of about 1.30 inches,which matches the geometry of the engine air inlet port 102 of thebracket 86. As such, the area of the outlet opening 138 is about 5.33inches squared. In other embodiments, the outlet radius 142 can be moreor less than 1.30 inches, which will increase or decrease the area ofthe outlet opening 138, respectively. In further embodiments, the outletopening 138 can be of different geometry (e.g., ellipse, square,rectangular, triangular, etc.).

With reference to FIG. 5, the inlet 110 includes an inlet opening 146and an inlet flange 150 having a planar inlet flange surface 154surrounding the inlet opening 146. The illustrated planar inlet flangesurface 154 is obliquely oriented relative to the planar outlet flangesurface 122. In other words, the planar inlet flange surface 154 isoriented at an oblique angle relative to the vertical and horizontalplanes 46, 54. In other embodiments, the planar inlet flange surface 154can be oriented perpendicular to the planar outlet flange surface 122.In the illustrated embodiment, the inlet opening 146 is non-circular(e.g., ellipse-shaped) and includes a minor diameter or dimension 158 ofabout 2.43 inches and a major diameter or dimension 162 of about 3.53inches. As such, the area of the inlet opening 146 is about 6.73 inchessquared. In the illustrated embodiment, a ratio of the area of the inletopening 146 over the area of the outlet opening 138 is about 1.26. Insome embodiments, the area of the inlet opening 146 is plus or minus 20percent of the area of the outlet opening 138, and can be equal to thearea of the outlet opening 138 in some constructions. In otherembodiments, the area of the inlet opening 146 may vary from the area ofthe outlet opening 138 by more than 20 percent, for example, byincreasing or decreasing at least one of the minor dimension 158 and themajor dimension 162 compared to the illustrated embodiment. In theillustrated embodiment, the minor dimension 158 is a horizontaldimension of the inlet opening 146, and the major dimension 162 is avertical dimension of the inlet opening 146. In particular, the minordimension 158 is oriented relative to the horizontal plane 54 at anangle less than about 6 degrees, and the major dimension 162 is orientedrelative to the vertical plane 46 at an angle less than about 16 degrees(FIG. 5). In other embodiments, the minor dimension 158 can beperpendicular to the planar outlet flange surface 122 (e.g., parallel tothe horizontal plane 54), and the major dimension 162 can be parallel tothe planar outlet flange surface 122 (e.g., parallel to the verticalplane 46).

With reference to FIGS. 4, 5, and 9, the body 114 is curved and definesa central axis 166 extending between center points of the inlet 110 andthe outlet 106. The central axis 166 can be a 2-dimensional or3-dimensional curve, and can have a constant curvature or differentportions with different curvatures, including linear portions. In theillustrated embodiment, the sharpest bend in the central axis 166,defined by the smallest radius, is positioned adjacent the outlet 106 orat least closer to the outlet 106 than the inlet 110 (FIG. 9). However,no portion of the central axis 166 includes a bend greater than 90degrees so that the central axis 166 does not include any sharp bends orcurves between the inlet 110 and the outlet 106.

With continued reference to FIGS. 4, 5, and 9, when the conduit 90 isarranged so that the lateral plane 54 intersects both the inlet opening146 (i.e., the center point of the inlet opening 146 as illustrated inFIG. 9) and the outlet opening 138, a first lateral dimension 167 of thebody 114 is defined in the lateral plane 54, transverse to the centralaxis 166, in a portion of the body 114 adjacent the inlet 110 (FIG. 9).Likewise, a second lateral dimension 168 of the body 114 is defined inthe lateral plane 54, transverse to the central axis 166, in anotherportion of the body that is adjacent the outlet 106 (FIG. 9).Furthermore, the body 114 includes a first height dimension 169 (FIG. 5)that is transverse to the lateral plane 54 and the central axis 166 atan axial location of the first lateral dimension 167. The body 114 alsoincludes a second height dimension 170 (FIG. 4) that is transverse tothe lateral plane 54 and the central axis 166 at an axial location ofthe second lateral dimension 168. Because the inlet opening 146 isellipse-shaped and the outlet opening 138 is circular-shaped, the firstlateral dimension 167 is less than the second lateral dimension 168 andthe first height dimension 169 is greater than the second heightdimension 170 (e.g., the body 114 is an ellipse-shaped body adjacent theinlet opening 146 and transitions into a circular-shaped body adjacentthe outlet opening 138). In the illustrated embodiment, the inletopening 146 includes a first shape (e.g., ellipse-shaped), the outletopening 138 includes a second shape (e.g., circular-shaped), and aportion of the body 114 between the inlet opening 146 and the outletopening 138 has a different shape (e.g., ellipse-shaped) than the secondshape of the outlet opening 138. In other embodiments, the inlet opening146 and the outlet opening 138 can be the same shape (e.g.,circular-shaped) with a portion of the body 114 between the inletopening 146 and the outlet opening 138 being of a different shape (e.g.,ellipse-shaped).

With continued reference to FIG. 9, the illustrated body 114 includes anouter surface 172 that defines an outside portion of the body 114 as thebody 114 bends in the horizontal plane 54 away from the outlet 106 andtoward the inlet 110 (e.g., the body 114 bends toward a front of themotorcycle 10). The body 114 also includes an inner surface 174 thatdefines an inside portion of the body 114 as the body 114 bends in thehorizontal plane 54. Accordingly, the inner surface 174 generally facestoward the engine 66 and the outer surface 172 generally faces away fromthe engine 66. In the illustrated embodiment, the outer surface 172includes an apex or midpoint 178 within the horizontal plane 54 betweenthe inlet 110 and the outlet 106. The illustrated apex 178 is positionedat a distance 180 of less than 2.90 inches from the planar outlet flangesurface 122 of the outlet 106 in a direction perpendicular to the planaroutlet flange surface 122 (FIG. 9). In other embodiments, the distance180 can be less than 2.50 inches or less than 2.00 inches. For example,the distance 180 can be about 1.90 inches. Furthermore, when the conduit90 is arranged so that the lateral plane 54 intersects both the inletopening 146 and the outlet opening 138 (FIG. 9), a third lateraldimension 181 of the body 114 is defined in the lateral plane 54,transverse to the central axis 166 and intersects the apex 178 (FIG. 9).The body 114 also includes a third height dimension 183 (FIG. 4) that istransverse to the lateral plane 54 and the central axis 166 at an axiallocation of the third lateral dimension 181. The third lateral dimension181 is less than the second lateral dimension 168 and the third heightdimension 183 is greater than the second height dimension 170.

With reference to FIG. 3, the air filter subassembly 94 includes a rearend cap 182, a velocity stack 186, a first filter element 190, a frontend collar 194, a second filter element 198, and an air-impermeable cap202. In the illustrated embodiment, a total length 206 of the air filtersubassembly 94 between the rear end cap 182 and the front end collar 194is about 6.35 inches (FIG. 9). The illustrated velocity stack 186 servesas a base or mount of the first filter element 190 for coupling the airfilter subassembly 94 to the body 114. In particular, the velocity stack186 includes threaded velocity stack apertures 210 (e.g., four threadedvelocity stack apertures 210). The velocity stack 186 and the rear endcap 182—and ultimately the air filter subassembly 94—is selectivelycoupled to the conduit 90 by air filter subassembly fasteners 214 (e.g.,bolts; FIG. 3) extending through inlet flange apertures 218 of the inletflange 150 and rear end cap apertures 222 of the rear end cap 182 toengage the threaded velocity stack apertures 210. As described above,the planar inlet flange surface 154 is oriented at an oblique anglerelative to the vertical and horizontal planes 46, 54, which alsoorients the velocity stack 186 at the same oblique angle relative to thevertical and horizontal planes 46, 54. The velocity stack 186 alsoincludes an ellipse-shaped groove 226 that receives an air filtersubassembly gasket 230. With reference to FIG. 6, the air filtersubassembly gasket 230 and a portion of the velocity stack 186 extendthrough a central opening 234 of the rear end cap 182 so that thevelocity stack 186, the air filter subassembly gasket 230, and the rearend cap 182 abut the inlet flange 150 of the conduit 90 to provide anair-seal between the conduit 90 and the air filter subassembly 94 (e.g.,the air filter subassembly gasket 230 is compressed between the velocitystack 186 and the conduit 90 by tightening the fasteners 214; FIG. 9).In particular, the air filter subassembly gasket 230 is compressed in anaxial direction parallel to a longitudinal axis of each fastener 214. Inother embodiments, the air filter subassembly gasket 230 can be formedas a rubber overmold on at least one of the rear end cap 182 and thevelocity stack 186. In further embodiments, the rear end cap 182 and thevelocity stack 186 can be formed as a single component. In someembodiments, the rear end cap 182 and/or the velocity stack 186 can bemanufactured from carbon fiber, cast aluminum, or the like.

As best shown in FIG. 7, the velocity stack 186 also includes a channel238 surrounding an interior or curved surface 242 of the velocity stack186 that receives a rear end 246 of the first filter element 190 (FIG.9). In particular, the velocity stack 186 is fixedly coupled to thefirst filter element 190 so that there is no relative movementtherebetween. The illustrated interior surface 242 includes an inlet end250 and an opposing outlet end 254 with the interior surface 242tapering from the inlet end 250 to the outlet end 254 (e.g., the inletend 250 is larger than the outlet end 254). The outlet end 254 (FIG. 6)is ellipse-shaped to interface with the inlet opening 146 of the conduit90. In other words, an interior surface of the ellipse-shaped outlet end254 mates flush with an interior surface of the ellipse-shaped inlet 110of the conduit 90 (FIG. 9) so that there are no sharp curves or bends atthe interface between the velocity stack 186 and the conduit 90. In theillustrated embodiment, a thickness 258 of the velocity stack 186between the inlet and outlet ends 250, 254 is about 0.837 inches (FIG.9). As such, a ratio of the thickness 258 of the velocity stack 186 overthe total length 206 of the air filter subassembly 94 is about 0.13.

As best shown in FIG. 8, the outlet end 254 of the velocity stack 186includes a center point 259 that is offset between opposing lateralsides 260 of the velocity stack 186. In particular, the center point 259is laterally spaced from the first side 260 of the velocity stack 186(e.g., the side of the velocity stack 186 facing away from themotorcycle 10) at a first distance 261, and the center point 259 islaterally spaced from the second side 260 of the velocity stack 186(e.g., the side of the velocity stack 186 facing toward the motorcycle10) at a second distance 263. In the illustrated embodiment, the firstdistance 261 is smaller than the second distance 263.

With reference to FIG. 9, the first filter element 190 tapers from thevelocity stack 186 to the front end collar 194 with the front end collar194 coupled to a front end 262 of the first filter element 190 (e.g.,the rear end 246 of the first filter element 190 is larger than thefront end 262). As described above, the velocity stack 186 is orientedat an oblique angle relative to the vertical and horizontal planes 46,54; however, the first filter element 190 is oriented at an obliqueangle relative to the velocity stack 186 so that the first filterelement 190 points in a forward direction of the motorcycle 10, i.e., adirection parallel to the vertical and horizontal planes 46, 54 (FIG.9). A front end 266 of the second filter element 198 is also coupled tothe front end collar 194. In contrast, the second filter element 198tapers from the front end collar 194 to the impermeable cap 202 so thatthe second filter element 198 extends into the first filter element 190toward the velocity stack 186. As a result, the impermeable cap 202 ispositioned within the first filter element 190 and is coupled to a rearend 270 of the second filter element 198 (e.g., the front end 266 of thesecond filter element 198 is larger than the rear end 270). In theillustrated embodiment, a length 274 of the second filter element 198between the front end collar 194 and the impermeable cap 202 is about2.63 inches (FIG. 9). As such, a ratio of the length 274 of the secondfilter element 198 over the total length 206 of the air filtersubassembly 94 is about 0.41.

With reference to FIG. 2, once the rider 62 mounts the motorcycle 10 andthe rider's foot 278 is positioned on the corresponding footrest 60, theillustrated air intake assembly 82 provides maximum clearance comparedto a conventional air intake assembly (a portion of a conventional airintake assembly having a 90 degree bend is illustrated in broken lineswithin FIG. 9) for the rider's leg 282 (e.g., the rider's knee) so thatthe air intake assembly 82 does not impede a comfortable riding positionof the rider 62 on the motorcycle 10. The ellipse-shaped inlet 110allows for the outer surface 172 of the conduit 90 to be positionedcloser to the engine 66 (e.g., the front cylinder block 74) to providemore room for the rider's leg 282 adjacent the conduit 90 than aconventional air intake assembly. For example, because the apex 178 ofthe outer surface 172 is positioned at the distance 180 of less than2.90 inches from the planar outlet flange surface 122 of the outlet 106(compared to 2.90 inches of a conventional 90 degree bend air intakeassembly), the air intake assembly 82 provides more room for the rider'sleg 282 and the rider 62 can sit on the motorcycle 10 more comfortably.In addition, because the center point 259 of the velocity stack 186 isoffset between opposing lateral sides 260 of the velocity stack 186, theair filter subassembly 90 can be positioned closer to the motorcycle 10than if the center point 259 was centered between the opposing lateralsides 260, which also increases leg room.

As the motorcycle 10 operates (e.g., the engine 66 is running), ambientair 286 is sucked into the air filter subassembly 94. In particular, theambient air 286 travels through the first filter element 190 and thesecond filter element 198 (FIG. 9) to inhibit foreign particles (e.g.,dirt and debris) from entering into the air filter subassembly 94.Thereafter, the filtered ambient air 286 passes through the velocitystack 186 to allow for the velocity stack 186 to transform therelatively turbulent ambient air 286 into a smooth and even air flow(e.g., laminar air flow) that enters into the conduit 90. In addition,because the velocity stack 186 mates flush with the conduit 90, thelaminar air flow is not disturbed by the interface between the airfilter subassembly 94 and the conduit 90. The laminar ambient air 286then follows a flow path through the conduit 90 that moves substantiallyparallel to the central axis 166 from the inlet 110 to the outlet 106before passing through the engine air inlet port 102 of the bracket 86and entering the engine 66. As described above, no portion of thecentral axis 166 includes a bend greater than 90 degrees, which impacts(e.g., decreases) a velocity of the airflow 286 traveling through theconduit 90 less than if the airflow 286 travels through the conventional90 degree bend air intake assembly illustrated in FIG. 9 (e.g., avelocity of the airflow 286 through the conduit 90 is greater than avelocity of the airflow 286 through the conventional air intakeassembly). Accordingly, the combination of the velocity stack 186 andthe geometry of the conduit 90 provide an increased air flow performancecompared to a conventional air intake assembly without impeding a ridingposition of the rider 62 on the motorcycle 10.

Various features and advantages of the disclosure are set forth in thefollowing claims.

The invention claimed is:
 1. An air intake assembly comprising: a filterelement; and an intake conduit including a first end supporting thefilter element, the first end forming an inlet opening having a firstshape, a second end being adapted for attachment to an engine, thesecond end forming an outlet opening having a second shape differentthan the first shape of the inlet opening, and a body having an innerwall defining a passageway coupling the inlet and outlet openings, theinner wall having a maximum lateral dimension measured transverse to acentral axis of the passageway within a plane that interests both theinlet and outlet openings, the maximum lateral dimension locatedadjacent the outlet opening.
 2. The air intake assembly of claim 1,wherein the second end includes a surface transverse to the centralaxis, and wherein the maximum lateral dimension is parallel to thesurface.
 3. The air intake assembly of claim 1, wherein the body definesa first height transverse to both the plane and the central axis at anaxial location adjacent the inlet opening, wherein the body furtherdefines a second height transverse to both the plane and the centralaxis at an axial location adjacent the outlet opening, and wherein thefirst height is greater than the second height.
 4. The air intakeassembly of claim 3, wherein the central axis defines a curve such thatthe body includes an outer surface having an apex positioned between thefirst and second ends within the plane, and wherein an apex lateraldimension of the body is taken transverse to the central axis tointersect with the apex, and wherein the apex lateral dimension is lessthan the maximum lateral dimension.
 5. The air intake assembly of claim4, wherein the body defines a third height transverse to both the planeand the central axis at an axial location of the apex lateral dimension,and wherein the third height is greater than the second height.
 6. Theair intake assembly of claim 1, wherein the central axis defines a curvesuch that the body includes an outer surface having an apex positionedbetween the first and second ends within the plane, and wherein adistance between the apex and a planar surface of the second end,transverse to the planar surface, is less than 2.90 inches.
 7. The airintake assembly of claim 1, wherein the inlet opening is non-circular,and wherein the outlet opening is circular.
 8. The air intake assemblyof claim 7, wherein the inlet opening is ellipse-shaped.
 9. The airintake assembly of claim 1, wherein the inlet opening defines a firstarea and the outlet opening defines a second area, and wherein the firstarea is within 20 percent of the second area.
 10. The air intakeassembly of claim 1, wherein the filter element is a first filterelement of an air filter subassembly that further includes a secondfilter element, and wherein the second filter element extends into thefirst filter element.
 11. The air intake assembly of claim 10, whereinfront ends of the first and second filter elements are coupled to an endcollar, and wherein the first filter element tapers from a rear end ofthe first filter element to the end collar, and wherein the secondfilter element tapers from the end collar to a rear end of the secondfilter element.
 12. The air intake assembly of claim 1, furthercomprising a plurality of fasteners extending through the first end ofthe intake conduit to engage a mount provided at a base of the filterelement.
 13. An air intake assembly comprising: an air filtersubassembly having a base end adapted to couple to an intake conduit,the air filter subassembly including a first filter element having afront end and a rear end, and a velocity stack coupled to the rear endof the first filter element to inhibit relative movement between thevelocity stack and the first filter element, the velocity stackincluding an interior surface having an inlet opening and a non-circularoutlet opening, the interior surface tapering from the inlet opening tothe outlet opening.
 14. The air intake assembly of claim 13, wherein theoutlet opening is ellipse-shaped.
 15. The air intake assembly of claim13, wherein the air filter subassembly includes a groove surrounding theoutlet opening of the velocity stack, and wherein a gasket is positionedin the groove.
 16. The air intake assembly of claim 13, wherein asurface of the outlet opening is configured to mate flush with a surfaceof the intake conduit forming an inlet opening of a flow path of theintake conduit.
 17. The air intake assembly of claim 13, wherein thefirst filter element is coupled between the velocity stack and an endcollar of the air filter subassembly, and wherein the air filtersubassembly includes a second filter element coupled to the end collar,and wherein the second filter element extends into the first filterelement.
 18. The air intake assembly of claim 17, wherein the air filtersubassembly includes an air-impermeable cap coupled to a rear end of thesecond filter element, wherein the first filter element tapers from thevelocity stack to the end collar, and wherein the second filter elementtapers from the end collar to the air-impermeable cap.
 19. The airintake assembly of claim 13, wherein a portion of the air filtersubassembly forms a mount including a plurality of threaded holes, andwherein the plurality of threaded holes are configured to receive aplurality of fasteners to couple the air filter subassembly to theintake conduit.